US9566830B2 - Pneumatic tire - Google Patents

Pneumatic tire Download PDF

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Publication number
US9566830B2
US9566830B2 US14/379,146 US201314379146A US9566830B2 US 9566830 B2 US9566830 B2 US 9566830B2 US 201314379146 A US201314379146 A US 201314379146A US 9566830 B2 US9566830 B2 US 9566830B2
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United States
Prior art keywords
tire
buttress
projection
lug groove
tread
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US14/379,146
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US20150007918A1 (en
Inventor
Takayoshi Hironaka
Yuki Kawakami
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Bridgestone Corp
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Bridgestone Corp
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Assigned to BRIDGESTONE CORPORATION reassignment BRIDGESTONE CORPORATION ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: KAWAKAMI, YUKI, HIRONAKA, TAKAYOSHI
Publication of US20150007918A1 publication Critical patent/US20150007918A1/en
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/01—Shape of the shoulders between tread and sidewall, e.g. rounded, stepped or cantilevered
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/0311—Patterns comprising tread lugs arranged parallel or oblique to the axis of rotation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/0311—Patterns comprising tread lugs arranged parallel or oblique to the axis of rotation
    • B60C11/0316—Patterns comprising tread lugs arranged parallel or oblique to the axis of rotation further characterised by the groove cross-section
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C13/00—Tyre sidewalls; Protecting, decorating, marking, or the like, thereof
    • B60C13/002—Protection against exterior elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/0311—Patterns comprising tread lugs arranged parallel or oblique to the axis of rotation
    • B60C2011/0313—Patterns comprising tread lugs arranged parallel or oblique to the axis of rotation directional type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0339—Grooves
    • B60C2011/0341—Circumferential grooves
    • B60C2011/0344—Circumferential grooves provided at the equatorial plane
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0339—Grooves
    • B60C2011/0341—Circumferential grooves
    • B60C2011/0348—Narrow grooves, i.e. having a width of less than 4 mm
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0339—Grooves
    • B60C2011/0358—Lateral grooves, i.e. having an angle of 45 to 90 degees to the equatorial plane
    • B60C2011/0365—Lateral grooves, i.e. having an angle of 45 to 90 degees to the equatorial plane characterised by width
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C2200/00—Tyres specially adapted for particular applications
    • B60C2200/06—Tyres specially adapted for particular applications for heavy duty vehicles
    • B60C2200/065—Tyres specially adapted for particular applications for heavy duty vehicles for construction vehicles

Definitions

  • the present invention relates generally to a pneumatic tire and more particularly to a pneumatic tire that can be suitably used for heavy load vehicles, such as construction vehicles.
  • the tread surface of the tread portion situated between both tread ends is conventionally formed with lug grooves extending in the tire width direction such that at least one end of the lug groove opens in the tread end.
  • Pneumatic tires for heavy load vehicles wherein the traction performance is preserved by forming lug grooves in the tread surface so that one end of the lug groove opens in the tread end on one side in the tire width direction and the other end terminates at a location between the both tread ends.
  • lug grooves in the tread surface so that one end of the lug groove opens in the tread end on one side in the tire width direction and the other end terminates at a location between the both tread ends.
  • the term “cut/separation” refers to separation of the tread rubber that occurs along the outer peripheral surface of the belt when the widthwise center region of the tread portion (hereinafter referred to as “the tread center region”) is subjected to deep injury that reaches as far as the belt.
  • Patent Document 1 JP 2004-155335 A
  • the temperature of the tread portion rises due to the friction between the tread surface and the road surface or deformation of tread rubber.
  • the present invention provides a pneumatic tire comprising a tread portion that extends between both tread ends, wherein the tread portion has a tread surface formed with lug grooves, the lug grooves each extending in a tire width direction to a buttress and having an opening at least at its one end, the buttress extending from the relevant tread end radially inwards of the tire, characterized in that the buttress has a surface provided with a projection, which is situated on one side, in a tire circumferential direction, of the opening of the lug groove on a side of the buttress to protrude in the tire width direction, and the projection has a radially outer end, which is situated on a radially outer side than a radially inner end of the opening of the lug groove on the side of the buttress.
  • the term “tread end” as used herein refers to the end or edge, in the tire width direction, of the patterned region in the tread in the unloaded state of the tire applied with a prescribed inner pressure.
  • the expression “extending in the tire width direction (or tire radial direction)” is intended to describe that some element extends in the tire width direction (or tire radial direction).
  • the expression “extending in the tire width direction (or tire radial direction)” is intended encompasses a case where some element extends obliquely to a direction parallel to the tire width direction (or tire radial direction).
  • the term “applicable rim” as used herein refers to a rim that is defined by industrial standards effective for geographical regions where the tire is produced or used, such as JATMA (T HE J APAN A UTOMOBILE T YRE M ANUFACTURERS A SSOCIATION , I NC .) YEAR BOOK for Japan, ETRTO (E UROPEAN T YRE AND R IM T ECHNICAL O RGANIZTION ) STANDARD MANUAL, for European countries, TRA (T HE T IRE AND R IM A SSOCIATION I NC .) YEAR BOOK for the United States, etc.
  • JATMA T HE J APAN A UTOMOBILE T YRE M ANUFACTURERS A SSOCIATION , I NC .) YEAR BOOK for Japan
  • ETRTO E UROPEAN T YRE AND R IM T ECHNICAL O RGANIZTION
  • TRA T HE T IRE AND R IM A SSOCIATION
  • unloaded state applied with a prescribed inner pressure refers to an unloaded (non-loaded) state of the tire of an applied size applied with an inner pressure (maximum air pressure) corresponding to the maximum load capacity of the tire according to the JATMA standards, etc.
  • the projection in the pneumatic tire according to the present invention, it is preferred for the projection to have an outer contour as seen in the tire widthwise section, wherein the outer contour extends radially inwards and has at least one inflection point. This is because if the outer contour extends radially inwards and has at least one inflection point, then it is possible to prevent the projection from contacting the vehicle body thereby causing fracture.
  • the outer contour has two or more inflection points. This is because if two or more inflection points are provided, then it is possible to suppress occurrence of bare defects upon production of tires (i.e., the defects caused by residual air between the green tire and the tire production mold), and also reduce the rubber amount used for the formation of the projection.
  • the radially outermost inflection point situated on the radially outermost side of the tire is preferably located on the radially inner side of a line that passes the ground-contacting edge of the tire and extends in the tire width direction. This is because if the radially outermost inflection point is located on the radially inner side of the line that passes the ground-contacting edge of the tire and extends in the tire width direction, then it is possible to positively suppress the contact of the projection with the vehicle body in the radial direction of the tire thereby causing fracture.
  • ground-contacting state . . . applied with a prescribed load refers to the state wherein the tire is in contact with the ground under application of the load that is 100% of the maximum load capacity as defined by the standards, such as JATMA standards.
  • the tread surface is formed with sipes, which are in communication with the lug groove and narrower than the lug groove. This is because the suppression effect for the temperature rise of the tread portion formed with the projection can be highly markedly achieved, given that, as compared to a pneumatic tire having a tread surface with wide grooves, the pneumatic tire having a tread surface formed with sipes more easily undergoes a temperature rise in the tread portion.
  • the lug groove extends obliquely to a direction parallel to the width direction of the tire; and the projection is provided on that side of the lug groove where the lug groove is more inclined than at the opening on the side of the buttress.
  • the lug groove opening to the buttress on one side in the tire width direction, and the lug groove opening to the buttress on the other side in the tire width direction are both inclined to one side in the tire circumferential direction, relative to a direction parallel to the tire width direction, and the projection is provided on that side of the lug groove where the lug groove is more inclined than at the opening on the side of the buttress.
  • the expression “extending with inclination to a direction parallel to the tire width direction” encompasses a state as well, in which the amplitude center line of the lug groove is inclined relative to direction parallel to the tire width direction.
  • the lug groove opening in a buttress on one side in the tire width direction, and the lug groove opening in a buttress on the other side in the tire width direction extend obliquely, relative to a direction parallel to the width direction of the tire, toward one side in the tire circumferential direction, and the projection is provided on that side of the lug groove where the lug groove is more inclined than at the opening on the side of the buttress.
  • the tread surface is provided with a circumferential groove extending in the tire circumferential direction while intersecting the sipes in communication with the lug groove. This is because if the tread surface is provided with a circumferential groove intersecting the sipes in communication with the lug groove, then air flowed into the sipes through the lug groove is caused to further flow into the circumferential groove, or air is caused to flow out of the circumferential groove through the sipes and the lug groove, during the loaded rolling of the tire, to more effectively suppress the temperature rise in the tread portion.
  • the expression “extending in the tire circumferential direction” encompasses a case where the groove extends with inclination relative to a direction parallel to the tire circumferential direction.
  • the projection has a dimension in the tire width direction, which is no more than twice the dimension in the tire circumferential direction. This is because if the dimension of the projection in the tire width direction is no more than twice the dimension in the tire circumferential direction, then it is possible to prevent the projection from contacting the vehicle body or the road surface thereby causing fracture. Also, if the dimension of the projection in the tire width direction is no more than twice the dimension in the tire circumferential direction, then a sufficient amount of air is caused to flow into, and out of the lug groove during the loaded rolling of the tire, to more effectively suppress the temperature rise in the tread portion.
  • the “dimension of the projection in the tire width direction” refers to the maximum dimension of the projection as measured in the tire width direction, in an unloaded state of the tire mounted on an applicable rim and applied with a prescribed inner pressure.
  • a plurality of said lug grooves are provided in the tread surface on the side of at least one tread end, and each projection has a dimension in the tire width direction, which is no more than 40% of the pitch of the lug grooves.
  • the dimension of the projection in the tire width direction is no more than 40% of the pitch of the lug grooves, then it is possible to prevent the projection from contacting the vehicle body or the road surface thereby causing fracture.
  • the dimension of the projection in the tire width direction is no more than 40% of the pitch of the lug grooves, then a sufficient amount of air is caused to flow into, and out of the lug groove during the loaded rolling of the tire, to more effectively suppress the temperature rise in the tread portion.
  • the term “pitch of the lug groove” refers to the distance, as measured in the tire circumferential direction, between the groove width center lines of adjacent lug grooves.
  • the projection has a radially inner end that is situated on a radially inner side than the radially inner end of the lug groove at its opening on the side of said buttress; and the projection has a radially outer end that is spaced radially outwards from the radially inner end of said lug groove at its opening on the side of said buttress, by a distance no less than 50% of the lug groove depth.
  • a plurality of lug grooves are provided in the tread surface on the side of at least one tread end, and the projection has a dimension in the circumferential direction of the tire, which is no more than 75% of the distance between the lug grooves that are adjacent to each other with the projection therebetween. This is because if the dimension of the projection in the circumferential direction of the tire is no more than 75% of the distance between the adjacent lug grooves, then a sufficient amount of air is effectively caused to flow into, and out of the lug groove during the loaded rolling of the tire, to more effectively suppress the temperature rise in the tread portion.
  • the “dimension of the projection in the tire circumferential direction” refers to the maximum dimension of the projection as measured in the tire circumferential direction with respect to that portion of the projection, which is situated in the radially outer side than the radially inner end of the lug groove at the opening on the side of the buttress.
  • the “distance between the lug grooves” refers to the minimum distance in the tire circumferential direction between the edges of the adjacent lug grooves at the opening on the side of the buttress.
  • the outer surface of the buttress has a recess that is convex toward a widthwise inner side of the tire, and said projection forms the groove wall at the opening of the lug groove and on one side in the tire circumferential direction.
  • the recess exhibits a gentle curve. This is because if such a recess is provided in the outer surface of the buttress, then air is caused to flow into, and out of the lug groove more easily during the loaded rolling of the tire, to more effectively suppress the temperature rise in the tread portion.
  • FIG. 1 is a widthwise sectional view a representative pneumatic tire according to the present invention
  • FIG. 2 is an enlarged sectional view showing the widthwise sectional shape near the buttress portion in the pneumatic tire of FIG. 1 ;
  • FIG. 3 is a plan view showing part of the tread portion and the buttress portion in the pneumatic tire of FIG. 1 ;
  • FIG. 4 is a plan view showing part of the tread portion and the buttress portion in a variant of the pneumatic tire of FIG. 3 ;
  • FIG. 5 is a plan view showing part of the tread portion and the buttress portion in a further variant of the pneumatic tire of FIG. 3 ;
  • FIG. 6 is a plan view showing part of the tread portion and the buttress portion in the pneumatic tire according to another embodiment of the present invention.
  • FIG. 7 is a plan view showing part of the tread portion and the buttress portion in the pneumatic tire according to still another embodiment of the present invention.
  • FIG. 8 is a widthwise sectional view showing the shape of a variant of the projection in enlarged scale
  • FIG. 9 is a plan view showing part of the tread portion in a pneumatic tire according to still another embodiment of the present invention, in combination with a developed view of part of the buttress portion;
  • FIG. 10 is an enlarged sectional view showing the widthwise-sectional shape of the vicinity of the buttress portion in the pneumatic tire of FIG. 9 .
  • the present invention provides a pneumatic tire that can be advantageously used for heavy load vehicles, such as construction vehicles.
  • the pneumatic tire according to the present invention is characterized by a projection that is provided on the surface of a buttress so that, during the rotation of the tire, air is caused to flow into, or out of the lug groove that opens to the buttress.
  • FIG. 1 is a widthwise sectional view of the pneumatic tire according to the present invention, in its unloaded state, wherein the tire is mounted on an applicable rim R and applied with a prescribed inner pressure.
  • the pneumatic tire as shown in FIG. 1 includes a tread portion 1 , a pair of buttresses 2 extending from both sides (tread ends TE) of the tread portion 1 radially inwards, sidewalls 3 extending from the radially inner ends of the buttresses 2 radially inwards, and bead portions 4 contiguous to the radially inner regions of the sidewalls 3 .
  • the pneumatic tire 10 further includes a radial carcass 5 consisting of a ply that extends between the pair of bead portions 4 .
  • the carcass 5 comprises a carcass main body that extends toroidally over a region from the tread portion 1 , through the pair of the buttresses 2 and the pair of sidewalls 3 , up to the pair of bead portions 4 and is anchored to the bead cores 41 of substantially hexagonal cross-section, which are embedded in the bead portions 4 , as well as turn-up portions extending from the carcass main body and turned-up around the bead cores 41 from the inner side toward the outer side in the tire width direction.
  • the pneumatic tire to further comprises bead fillers 42 that are arranged in the bead portions 4 on the radially outer side of the bead cores 41 , so as to extend along the radial carcass 5 .
  • the bead fillers 42 are of substantially triangular cross-section so that their thickness is gradually decreased outwards in the tire radial direction.
  • a belt 6 is embedded in the tread portion 1 on the radially outer side of the radial carcass 5 .
  • the belt 6 is comprised of four belt layers 61 , 62 , 63 , 64 , each being made of rubber-coated cords arranged at predetermined angles to the tire circumferential direction.
  • the internal structure of the tire (such as the number of radial carcass plies or belt layers) is not limited to that as exemplarily shown in FIG. 1 , and various changes may be made to the internal structure of the pneumatic tire according to the present invention.
  • the tread surface 100 of the pneumatic tire 10 located between the tread ends TE is provided, in the regions of on the sides of the tread ends TE, with a plurality of lug grooves 7 .
  • Each lug groove has one end that opens to the corresponding buttress 2 .
  • the tread surface 100 is further provided with sipes 8 that are narrower than the lug groove 7 .
  • Each sipe has one end that communicates with the lug groove 7 , and another end that terminates in the tread surface 100 .
  • FIG. 2 which shows the vicinity of the buttress 2 of FIG. 1 in enlarged scale
  • the surface of the buttress 2 of the pneumatic tire 10 which extends from the tread end TE radially inwards, is provided with a projection 9 that protrudes in the tire width direction.
  • the projection 9 is arranged adjacent to a buttress-side opening of the lug groove 7 , i.e., the opening that opens into the buttress 2 , on one side of such opening as seen in the tire circumferential direction.
  • the projection 9 has a radially outer end 92 , which his located on the radially outer side than the radially inner end 71 of the buttress-side opening of the lug groove 7 . That is, as seen in the widthwise section of the tire, the projection 9 extends along at least part of the buttress-side opening of the lug groove 7 .
  • the groove depth of the sipe 8 is shallower than the groove depth of the lug groove 7 , though this is not a prerequisite condition.
  • the end of the lug groove 7 opposite in the tire width direction to the opening end side of the lug groove is in the form of a tapered portion 72 having a groove width that decreases gradually toward the tire equatorial plane C.
  • the sipe 8 is in communication with the tapered portion 72 of the lug groove 7 .
  • the lug groove 7 may be formed in a region within a range of 25% of the tread width (i.e., the distance between the both tread ends TE along the tire width direction) from the tread end TE, though this is not a prerequisite condition.
  • the sipe 8 has a closed end (widthwise inner end), which may be located in a region within a range of 25% of the tread width (i.e., the distance between the both tread ends TE along the tire width direction) from the tire equatorial plane C.
  • the lug grooves 7 and the sipes 8 extend as being inclined relative to a direction parallel to the tire width direction. More concretely, the lug groove 7 , which opens to the tread end TE on one side in the tire width direction (i.e., on the left side in FIG. 3 ) and also to the buttress 2 , extends obliquely upwards in FIG. 1 relative to the direction parallel to the tire width direction (i.e., toward right and upwards in FIG. 3 ). Further, the lug groove 7 , which opens to the tread end TE on the other side in the tire width direction (i.e., on the right side in FIG. 3 ) and also to the buttress 2 , extends obliquely downwards in FIG. 1 relative to the direction parallel to the tire width direction (i.e., toward left and downwards in FIG. 3 )
  • the direction in which the lug groove is inclined may be defined with reference to a tire widthwise line that passes the opening of the lug groove.
  • the projection 9 is in the form of a cuboid, though this is not a prerequisite condition. As shown in FIG. 3 , the projection 9 is arranged along the edge of, on the side in which the lug grove 7 is inclined than at the buttress-side opening of the lug groove 7 . In other words, with reference to the surfaces of the buttress 2 located between the lug grooves 7 that are adjacent to each other in the tire circumferential direction, the projection is arranged adjacent to that surface on the side where the lug groove 7 forms an acute angle ⁇ 1 relative to the tire circumferential line.
  • the projection 9 interrupts flow of air in the vicinity of the buttress 2 , thereby promoting air flow into the lug groove 7 and the sipe 8 .
  • the projection 9 interrupts the air flow to generate air flow into the lug groove 7 and the sipe 8 .
  • the projection 9 interrupts flow of air in the vicinity of the buttress 2 on the upstream side of the buttress-side opening of the lug groove 7 , thereby promoting air flow out of the lug groove 7 and the sipe 8 .
  • the projection 9 interrupts flow of air in the vicinity of the buttress 2 on the upstream side of the buttress-side opening of the lug groove 7 , thereby promoting air flow out of the lug groove 7 and the sipe 8 .
  • the projection 9 interrupts the air flow on the upstream side of the buttress-side opening of the lug groove 7 , to form a high speed flow region of air outwards, in the tire width direction, of the buttress-side opening of the lug groove 7 , thereby generate air flow into the lug groove 7 and the sipe 8 .
  • the pneumatic tire 10 even if the tread portion 1 is heated during the loaded rolling of the tire, the air flow into, and out of the lug grooves 7 and the sipes 8 is promoted, thereby promoting dissipation of heat from the regions formed with the lug grooves 7 and the sipes 8 and effectively suppressing the temperature rise in the tread portion 1 . Further, since the temperature rise in the tread portion 1 is effectively suppressed, it is possible to suppress failures in the tread portion 1 .
  • the suppression effect for the temperature rise in the tread portion as mentioned above can be particularly markedly achieved in pneumatic tires in which heat cannot be otherwise sufficiently dissipated from the grooves, such as those formed with sipes 8 in the tread surface 100 .
  • the width of the sipes 8 is no less than 5 mm.
  • the end of the lug groove 7 on the side opposite, in the tire width direction, to the opening end is in the form of a tapered portion 72 , it is possible to reduce resistance to air flow between the lug groove 7 and the sipe 8 . Therefore, the pneumatic tire 10 makes it possible to air flow into, and out of the sipe 8 through the lug groove 7 .
  • the lug groove 7 is formed in a region inward in the tire width direction within 25% of the tread width from the tread end TE, it is possible to simultaneously achieve facilitated air flow in the lug groove 7 and wear resistance of the tire.
  • the projection 9 is arranged along the edge of the buttress-side opening of the lug groove 7 , it is possible to sufficiently promote air flow into, and out of the lug groove 7 and the sipe 8 .
  • the projection 9 may be arranged at a location spaced from the edge of the buttress-side opening of the lug groove 7 in the tire circumferential direction.
  • the projection 9 may be spaced from the edge of the buttress-side opening of the lug groove 7 in the tire circumferential direction by a distance as measured in the tire circumferential direction from the edge of the buttress-side opening, which is no more than 30% of the distance between the adjacent lug grooves in the tire circumferential direction.
  • a distance as measured in the tire circumferential direction from the edge of the buttress-side opening which is no more than 30% of the distance between the adjacent lug grooves in the tire circumferential direction.
  • the projections are arranged adjacent to each other on both sides, in the tire circumferential direction, of the buttress-side opening of the lug groove, then the air flow in the vicinity of the buttress would be almost same as the case wherein the projections are not provided, thereby making it impossible to promote air flow into, and out of the lug grooves, etc.
  • the projection 9 is provided on that side of the lug groove 7 where the lug groove 9 is more inclined than at the buttress-side opening of the lug groove (i.e., the side where the lug groove forms an acute angle ⁇ 1 relative to the tire circumferential line).
  • the pneumatic tire 10 makes it possible to reduce resistance to air flow as air flows into, or out of the lug grooves 7 . Therefore, with the pneumatic tire 10 , it is possible to further promote air flow into, or out of the sipes 8 through the lug grooves 7 .
  • the pneumatic tire 10 of which part of the tread portion 1 and buttresses 2 is shown in FIG. 4 , has a structure similar to the pneumatic tire shown in FIGS. 1 to 3 , except for the location of the projection 9 .
  • same reference signs are used to denote elements similar to those of FIGS. 1 to 3 .
  • the projection may be provided for the buttress-side opening of the lug groove on either side in the tire circumferential direction.
  • the projection 9 is of cubic shape or, alternatively, of a shape as shown in FIG. 8 , of which the outer contour line as seen in the widthwise section of the tire extends radially inwards of the tire and includes one or more inflection points.
  • the projection 9 is of cubic shape, rubber can readily flow into the recess of the mold corresponding to the projection, upon production of tires. It is noted that the projection may be of any shape provided that the sectional shape along the tire width direction and the sectional shape along the tire circumferential direction are rectangular.
  • the projection is of a shape as shown in FIG. 8 , of which the outer contour line as seen in the widthwise section of the tire extends radially inwards of the tire and includes one or more inflections, it is possible, during the loaded rolling of the tire, to suppress contact of the projection with the vehicle in the radial direction of the tire, thereby causing ruptures.
  • the line defining the outer contour may be either linear or curved.
  • the projection 9 A shown in FIG. 8 has an outer surface in the tire width direction, which is comprised of mutually distinct three planes.
  • the outer contour line of the projection 9 A is comprised, from the radially outer side toward the radially inner side, of a first inclined line segment 93 A corresponding to the first plane, a second inclined line segment 93 B corresponding to the second plane, and a third inclined line segment 93 C corresponding to the third plane.
  • the inclined line segments form angles ⁇ 3 to ⁇ 5 to the radial direction of the tire (i.e., angles measured from the acute angle side), respectively, which are different from each other.
  • the outer contour line of the projection 9 A has two inflecting points. Further, in FIG. 8 , angle ⁇ 3 is larger than angle ⁇ 4 , and angle ⁇ 4 is larger than angle ⁇ 5 .
  • the outer contour line of the projection 9 A extends from the radially outer end 92 of the projection 9 A toward the radially inner side of the tire and includes one or more inflection points, when the tire is mounted to a vehicle and subjected to running, it is possible to suppress contact of the projection with the vehicle in the radial direction of the tire, thereby causing ruptures.
  • the outermost inflecting point on the radially outermost side is located at a position that is on the radially inner side than a line that passes the ground contacting edge and extends in the tire width direction.
  • the outer contour line of the projection has two inflecting points, rubber can be smoothly flowed into the mold upon vulcanization of the tire so as to effectively suppress bare defects.
  • two inflecting points are provided and the angles ⁇ 4 and ⁇ 5 formed by the second and third inclined line segments 94 A, 94 C relative to the tire radial direction are made smaller, it is possible to reduce the amount of rubber used for the formation of the projection 9 A.
  • the angle ⁇ 3 may be 40° to 80°
  • the angle ⁇ 4 may be 20° to 60°
  • the angle ⁇ 5 may be 0° to 30°.
  • the radially inner end 91 of the projection 9 is preferably located on the radially inner side than the radially inner end 71 of the buttress-side opening of the lug groove 7 .
  • the radially outer end 92 of the projection 9 is preferably located at a position that is no less than 50% of the lug groove depth D radially outwards from the radially inner end 71 of the buttress-side opening of the lug groove 7 , more preferably at a 100% position (i.e., up to the tread end TE).
  • the dimension W of the projection 9 in the tire width direction is preferably no more than twice the dimension T of the projection 9 in the tire circumferential direction. More preferably, the dimension W of the projection 9 in the tire width direction is no less than 10% of the dimension T in the tire circumferential direction. Further, the dimension W of the projection 9 in the tire width direction is preferably no more than 40% of the pitch P of the lug grooves (i.e., the distance between the groove width centers of adjacent lug grooves in the tire circumferential direction); more preferably no more than 20% of the pitch P. It is further preferred that the dimension W of the projection 9 in the tire width direction is no less than 7.5% of the pitch P.
  • the dimension T of the projection 9 in the tire circumferential direction is preferably no more than 75% of the distance B in the tire circumferential direction between the lug grooves 7 , which are adjacent to each other with the projection 9 therebetween. More preferably, the dimension T of the projection 9 in the tire circumferential direction is no less than 3.7% of the distance B. This is because if the dimension T of the projection 9 in the tire circumferential direction is excessive, then the air flow in the vicinity of the buttress would be almost same as the case wherein the projections are not provided, thereby making it impossible to sufficiently promote air flow into, and out of the lug grooves 7 , etc.
  • the dimension T of the projection 9 in the tire circumferential direction is excessive, then the weight of the tire increases and the heat generation amount in the buttresses 2 (in particular, around the projection 9 ) increases during the loaded rolling of the tire.
  • the dimension T of the projection 9 in the tire circumferential direction is too small, then it is difficult to sufficiently preserve the strength of the projection 9 .
  • one end of the sipe 8 (on the side of the tire equatorial plane C) is in the form of a closed end.
  • the tread surface 100 may be provided with circumferential grooves 110 which extend in the tire circumferential direction while intersecting with the one end of the sipe 8 on the side of the tire equatorial plane C.
  • the circumferential groove 110 is preferably in the form of a linear groove that extends along the tire circumferential direction, though it may be in the form of a groove that extends in the tire circumferential direction in a zigzag manner.
  • the pneumatic tire of which part of the tread portion 1 and buttresses 2 is shown in the plan view of FIG. 5 , has a structure similar to the pneumatic tire shown in FIGS. 1 to 3 , except that circumferential grooves are provided in the tread surface.
  • the same reference signs are used to denote elements similar to those of FIGS. 1 to 3 .
  • the pneumatic tire according to the present invention has been described above with reference to a specific embodiment and variations, the pneumatic tire according to the present invention is not limited to the embodiment or variations, and various changes may be suitably made to the pneumatic tire according to the present invention. More concretely, in the pneumatic tire according to the present invention, it is not necessary for all the lug grooves in the tread surface to be formed with the projections, and the projections may be arranged adjacent to some of the lug grooves only. Also, in the pneumatic tire according to the present invention, the lug groove may extend continuously between the both tread ends, with both ends opening to the buttresses.
  • the pneumatic tire according to the present invention may be configured as shown in FIGS. 6, 7 and 9 . It is of course that, unless otherwise noted, the pneumatic tire shown in FIGS. 6, 7 and 9 may be of a similar structure to the pneumatic tire of FIGS. 1 to 3 .
  • the pneumatic tire of which the plan view of part of the tread portion 1 A and buttresses 2 A is shown in FIG. 6 , is provided, in the tread surface located between both tread ends TE, with a plurality of lug grooves 7 A arranged on the sides of each tread end TE and extending in the tire width direction such that their one ends open to the buttresses 2 A, sipes 8 A connecting the lug grooves 7 A on one side in the tire width direction, with the lug grooves 7 A on the other side in the tire width direction, and a circumferential groove 110 A intersecting with the sipes 8 A and extending along the tire circumferential direction on the tire equatorial plane C.
  • the buttress 2 A in the pneumatic tire shown in FIG. 6 has a surface, which is provided with projections 9 A that protrude in the tire width direction.
  • each projection 9 A is arranged only on one side, in the tire circumferential direction (i.e., on the upper side in FIG. 6 ), of the opening of the lug groove 7 A to the buttress (buttress-side opening), adjacent to that opening.
  • the projection 9 A extends from the radially inner end of the buttress-side opening of the lug groove 7 A up to the tread end TE. Namely, the projection 9 A is arranged adjacent to the buttress side opening of the lug groove 7 A, from its radially inner end up to the radially outer end.
  • Each lug groove 7 A extends in the tire width direction from the buttress-side opening while once bending toward one side in the tire circumferential direction (i.e., upwards in FIG. 6 ). More concretely, as seen from the buttress-side opening toward the tire equatorial plane C, the lug groove 7 A is comprised of a linear section 73 A that extends in parallel to the tire width direction, an inclined section 74 A that extends with inclination to one side the in the tire circumferential direction relative to a direction parallel to the tire width direction, and a tapered section 72 A where the grove width decreases gradually.
  • the location of the buttress side opening of the lug groove 7 A is staggered in the tire circumferential direction between one side (left side in FIG.
  • the angle ⁇ 1 formed by the lug groove 7 A relative to the tire circumferential line at the buttress-side opening of the lug groove 7 A can be determined using the center line of the amplitude (bending) of the groove wall of the lug groove 7 A on the upper side in FIG. 6 .
  • the sipe 8 A is narrower in width that the lug groove 7 A, and communicated with the tapered section 72 A of the lug groove 7 A. Most part of the sipe 8 A extends with inclination upwards in FIG. 6 relative to the direction parallel to the tire width direction, and the remaining part of the sipe 8 A (i.e., the side intersecting with the circumferential groove 110 ) is comprised of parallel sections that extends in parallel along the tire width direction, and an intersecting section intersecting with the circumferential groove 110 between the parallel sections.
  • the projection 9 A interrupts the air flow in the vicinity of the buttress 2 A to promote air flow into the lug groove 7 A and the sipe 8 A. Namely, as shown by arrows in FIG. 6 , the projection 9 A interrupts the air flow and thereby generates air flow into the lug groove 7 A and the sipe 8 A.
  • the projection 9 A interrupts the air flow in front of the buttress-side opening of the lug groove 7 A to generate a high speed portion of air flow on the outer side, in the tire width direction, of the buttress-side opening of the lug groove 7 A, thereby generating air flow out of the lug groove 7 A and the sipe 8 toward the outer side in the tire width direction (not shown).
  • the pneumatic tire of which the plan view of part of the tread portion 1 B and buttresses 2 B is shown in FIG. 7 , is provided, in the tread surface located between both tread ends TE, with a plurality of lug grooves 7 B arranged on the sides of each tread end TE and extending in the tire width direction such that their one ends open to the buttresses 2 B, sipes 8 B connecting the lug grooves 7 B on one side in the tire width direction, with the lug grooves 7 B on the other side in the tire width direction, a circumferential groove 110 B intersecting with the sipes 8 B and extending along the tire circumferential direction on the tire equatorial plane C, and circumferential grooves 120 B communicating the lug grooves 7 B that are adjacent to each other in the tire circumferential direction.
  • the buttress 2 B in the pneumatic tire shown in FIG. 7 has a surface, which is provided with projections 9 B that protrude in the tire width direction.
  • the projections 9 B are arranged on one side, in the tire circumferential direction (i.e., on the side where the lug groove 7 B is inclined), of the opening of the lug groove 7 B to the buttress (buttress-side opening), adjacent to that opening.
  • the projection 9 B extends from the radially inner end of the buttress-side opening of the lug groove 7 B up to the tread end TE. Namely, the projection 9 B is arranged adjacent to the buttress side opening of the lug groove 7 B, from its radially inner end up to the radially outer end.
  • Each lug groove 7 B extends from the buttress-side opening with inclination to a direction that is parallel to the tire width direction. More concretely, the lug groove 7 B opening to the tread end TE and the buttress 2 B on one side in the tire width direction (i.e., on the left side in FIG. 7 ) extends with inclination upwards, i.e., toward right and upwards in FIG. 7 , relative to a direction parallel to the tire width direction. Further, the lug groove 7 B opening to the tread end TE and the buttress 2 B on the other side in the tire width direction (i.e., on the right side in FIG. 7 ) extends with inclination upwards, i.e., toward left and downwards in FIG. 7 , relative to a direction parallel to the tire width direction.
  • the end of the lug groove 7 B which is opposite in the tire width direction to the opening end, is in the form of a tapered section 72 B where the groove width gradually decreases toward the tire equatorial plane C. Further, part of the groove wall of the lug groove 7 B is in the form of a tapered surface 76 B with a gentle inclination toward the groove bottom of the lug groove 7 B.
  • the groove bottom of the lug groove 7 B is comprised of a flat section 75 B with a constant groove depth, and a gentle inclined surface 76 B where the groove depth gradually decreases toward the buttress-side opening.
  • the sipe 8 B is narrower than the lug groove 7 B and in communication with the tapered section 72 B of the lug groove 7 B. Most part of the sipe 8 B extends with inclination to a direction parallel to the tire width direction (i.e., toward right and downwards in FIG. 7 ).
  • the circumferential communication grooves 120 B communicating adjacent lug grooves 7 B in the tire circumferential direction are provided for improving the wear resistance of the tire.
  • the projection 9 B adjacent to the tread end TE and the buttress 2 B on one side in the tire width direction interrupts the air flow in the vicinity of the buttress 2 B to promote air flow into the lug groove 7 B and the sipe 8 B.
  • the projection 9 B interrupts the air flow and thereby generates air flow into the lug groove 7 B and the sipe 8 B.
  • the projection 9 B adjacent to the tread end TE and the buttress 2 B on the other side in the tire width direction on the right side in FIG.
  • the projection 9 B interrupts the air flow in front of the buttress-side opening of the lug groove 7 B, forming a high speed region of air flow on the outer side, in the tire width direction, of the buttress-side opening of the lug groove 7 B and thereby generating air flow out of the lug groove 7 B and the sipe 8 B toward the outer side.
  • the projections 9 B interrupt air flow so that air flowing into the lug grooves 7 B on the left side in FIG. 7 passes through the sipes 8 B and flows out of the lug grooves on the right side in FIG. 7 .
  • FIG. 9 Another embodiment of the pneumatic tie according to the present invention is shown in FIG. 9 .
  • the buttresses 9 C are shown as being developed in the plan view.
  • This pneumatic tire has a basic structure that is same as the pneumatic tire of FIG. 6 , and is provided, on the surface of the buttress 2 C extending from the tread end TE radially inwards of the tire, with a recess P between the projection 9 C protruding in the tire width direction and the lug groove 7 C formed to open at one end to the buttress 2 C, wherein the recess P is in the form of a gentle curved surface which is convex toward inside in the tire width direction.
  • FIG. 10 shows the widthwise sectional view of the tire in the vicinity of the buttress 2 C in enlarged scale, wherein the shallower side of the sheet surface corresponds to the recess P shown in FIG. 9 , and the deeper side of the sheet surface corresponds to the projection 9 C shown in FIG. 9 .
  • the recess P of the buttress is of a shape in which gentle curves are connected to each other from the tread end TE radially inwards, to remove the outer surface of the buttress 2 C.
  • the projection 9 C interrupts the air flow in the vicinity of the buttress 2 C to promote air flow into the lug groove 7 C and the sipe 8 C.
  • the groove wall of the lug groove 7 C on the side opposite to the recess P can be used to function as the projection.
  • the surface area of the side surface of the projection for interrupting the air flow can be increased to further effectively promote air flow into the lug grooves 7 C and the sipes 8 C.
  • the groove wall on the opposite side across the lug groove forms a protrusion that is raised with reference to the recess P to function as the “projection” of the present invention.
  • the “projection” of the present invention includes not only the projection on the surface of the buttress 2 C to protrude in the tire width direction as shown in FIG. 2 , but also a region that is relatively convex in the tire width direction, which is defined by formation of the recess P in the surface of the buttress 2 C.
  • the recess P has a sectional shape in the tire width direction, which is concave to exhibit a gentle curve as shown in FIG. 10 . It is further preferred that such sectional shape does not exhibit change along the outer circumference of the tire.
  • Test pneumatic tire (“Exam. 1”) of the size 46/90R57 has been produced with the specification shown in Table 1 and the tread portion and buttresses as shown in FIG. 7 , to evaluate the performance in the manner described below. The evaluation results are shown in Table 1.
  • Test pneumatic tires (“Exam. 2-7”) of the size 46/90R57 have been produced, which are similar to the inventive example 1 but with modified specifications shown in Table 1, to evaluate the performance in the manner similar to the inventive example 1.
  • the evaluation results are shown in Table 1.
  • Test pneumatic tire (“Exam. 7”) of the size 46/90R57 has been produced with the specification shown in Table 1 and the tread portion and buttresses as shown in FIG. 6 , to evaluate the performance in the manner described below. The evaluation results are shown in Table 1.
  • Comparative pneumatic tire (“Comp. 1”) of the size 46/90R57 has been produced with the specification shown in Table 1 and the tread portion and buttresses similar to those of FIG. 7 , except that the buttresses are not provided with the projections, to evaluate the performance in the manner similar to the inventive example 1.
  • the evaluation results are shown in Table 1.
  • test tires produced as above were mounted to the rim and subjected to drum running test under the conditions of air pressure of 700 kPa, load of 60 tons and speed of 8 km/h, in order to measure the average temperature of the tread portion. More concretely, plural holes were formed in the tread portion at a predetermined interval in the tire width direction, so as to reach above the belt, and thermocouples were embedded in these holes to measure the steady temperature of the tread portion during the drum test and determine the average temperature of the tread portion.
  • the average temperature of the tread portion has been evaluated with reference to the average temperature of the tread portion in the comparative tire 1 .
  • the tires with an average temperature which is lower as compared to the comparative tire, are excellent in heat dissipation effect in the tread portion.
  • test tires produced as above were mounted to the rim and subjected to drum running test under the conditions of air pressure of 700 kPa, load of 60 tons and speed of 8 km/h, in order to measure the average temperature in the buttresses. More concretely, plural holes were formed in the buttresses, and thermocouples were embedded in these holes to measure the steady temperature of the buttresses during the drum test and determine the average temperature of the buttresses.
  • the average temperature of the buttresses has been evaluated with reference to the average temperature of the buttresses in the comparative tire 1 .
  • Table 1 the tires with an average temperature, which is lower as compared to the comparative tire, are excellent in heat dissipation effect in the buttresses.
  • test tires produced as above and applied to the rim were mounted to a construction vehicle (total weight of 360 tons) under the air pressure of 700 kPa, subjected to running on unpaved road and measured the dunning distance until cracks occurred at a junction between the projection and the buttress. If no cracks occurred even after the running over 100,000 km, an evaluation of “no cracks” was given. In table 1, the longer running distance until occurrence of cracks indicates a higher durability of the projection.
  • the pneumatic tires of the invention examples 1, 3 and 5, in which the location of the radially outer end of the projection is within a prescribed range, are superior to the pneumatic tire of the invention example 6 in terms of further suppression of the temperature rise of the tread portion.
  • the pneumatic tires of the inventive examples 1 and 5, in which the dimension of the projection in the tire circumferential direction is within the prescribed range are superior to the pneumatic tire of the inventive example 3 in terms of sufficient suppression of the temperature rise of the tread portion.
  • the pneumatic tire according to the inventive example 7 provided with the tread portion and the buttresses as shown in FIG. 6 , is capable of satisfactorily suppressing the temperature rise of the tread portion.
  • the present invention provides a pneumatic tire adapted to effectively suppress temperature rise in the tread portion during the loaded rolling of the tire and sufficiently prevent failures of the tread portion due to the temperature rise.

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AU2013223565B2 (en) 2012-02-24 2015-10-29 Bridgestone Corporation Pneumatic tire
JP5695099B2 (ja) * 2013-01-30 2015-04-01 株式会社ブリヂストン 建設車両用空気入りタイヤ
JP6258737B2 (ja) * 2014-03-20 2018-01-10 株式会社ブリヂストン タイヤ
JP6482396B2 (ja) 2015-06-15 2019-03-13 株式会社ブリヂストン 空気入りタイヤ
FR3045496B1 (fr) * 2015-12-19 2017-12-08 Michelin & Cie Pneumatique a carcasse radiale ou croisee avec cables de grand diametre
FR3045497B1 (fr) * 2015-12-19 2018-05-11 Compagnie Generale Des Etablissements Michelin Pneumatique a flanc mince
JP6782772B2 (ja) * 2016-05-27 2020-11-11 株式会社ブリヂストン 重荷重用タイヤ
JP6740061B2 (ja) * 2016-09-07 2020-08-12 Ｔｏｙｏ Ｔｉｒｅ株式会社 空気入りタイヤ
US20180065418A1 (en) * 2016-09-07 2018-03-08 Toyo Tire & Rubber Co., Ltd. Pneumatic tire
JP6872923B2 (ja) * 2017-02-13 2021-05-19 株式会社ブリヂストン 建設車両用タイヤ
JP6847695B2 (ja) * 2017-02-13 2021-03-24 株式会社ブリヂストン 建設車両用タイヤ
DE102017206383A1 (de) * 2017-04-13 2018-10-18 Continental Reifen Deutschland Gmbh Fahrzeugluftreifen
JP7131185B2 (ja) * 2018-08-02 2022-09-06 住友ゴム工業株式会社 空気入りタイヤ
EP3906184A1 (en) * 2018-12-31 2021-11-10 ContiTech Transportbandsysteme GmbH Tethered temperature sensor for use in rubber embedded applications
JP2020131919A (ja) * 2019-02-19 2020-08-31 横浜ゴム株式会社 空気入りタイヤ
JP7275630B2 (ja) * 2019-02-20 2023-05-18 横浜ゴム株式会社 空気入りタイヤ
JP7126987B2 (ja) * 2019-06-14 2022-08-29 株式会社ブリヂストン タイヤ
JP7420517B2 (ja) * 2019-09-27 2024-01-23 Ｔｏｙｏ Ｔｉｒｅ株式会社 空気入りタイヤ
JP7535901B2 (ja) 2020-09-30 2024-08-19 Ｔｏｙｏ Ｔｉｒｅ株式会社 空気入りタイヤ
JP2023170402A (ja) * 2022-05-19 2023-12-01 株式会社ブリヂストン 建設車両用タイヤ

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ES2743049T3 (es) 2020-02-18
AU2013223565B2 (en) 2015-10-29
AU2013223565A1 (en) 2014-08-28
CN104136241B (zh) 2017-06-06
EP2818333A1 (en) 2014-12-31
US20150007918A1 (en) 2015-01-08
CA2864278C (en) 2017-11-28
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WO2013125246A1 (ja) 2013-08-29
EP2818333B1 (en) 2019-06-05

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